I arose at 4:00 AM at the Best Western in Hobbs, New Mexico and after preparing for the day, inserted the corrections into the Dimmitt Line story. Randy then arose and we packed and met Steve Clearwater, another rare mileage passenger, at 4:45 AM. After stopping at McDonald's for breakfast to go, we drove out to MP 100.6 where Bart had us park the cars on the railroad's property and we waited for the other riders to arrive. The railroad's hi-rail vehicle, called the Moose, travels from place-to-place on a highway trailer.
The Moose was having problems starting in the 35 degree temperature this morning. It finally kicked over and we all boarded. The Moose was reversed to the grade crossing so one of our passengers could board. I was on my usual chair in the back of the vehicle and Steve Clearwater was with me, sitting on the cooler.
Texas-New Mexico Railroad HistoryThe primary purpose of the initial construction of the Texas-Mexican Railway {often known as the "Toot and Never Move"} was to serve the oil fields in west Texas and southeastern New Mexico. Today, the Texas-New Mexico Railroad operates 104 miles of railroad extending from a Union Pacific connection at Monahans, Texas to Lovington {New Mexico}. The railroad serves the oil fields of west Texas and southeast New Mexico. The primary commodities hauled are oilfield chemicals and minerals, construction aggregates, industrial waste and scrap.
The Texas-New Mexico Railroad Company was originally chartered on November 19,1927, to build from a point on the Texas and Pacific Railway near Monahans in Ward Company to Kermit, near the Texas-New Mexico state line, a distance of about 35 miles. On October 31,1928, the Interstate Commerce Commission approved an application by the Texas and Pacific Railway Company to acquire control of the Texas-New Mexico Railroad by purchasing all of its capital stock. 34 miles of track from Monahans through Kermit to the state line, along with a three mile branch to Winks, were completed in June 1929. In December of that year the Texas-New Mexico Railroad was authorized to build from the state line to Lovington, New Mexico, which was reached on July 20, 1930, totaling 112 miles of track.
In June 1954, the railroad described their passenger service from Monahans to Lovington as "Mixed Train daily, except on Sunday, on irregular schedule subject to freight connections". Southbound was except Mondays. Earlier years at least had a published schedule, mixed train 51 northbound and mixed train 50 southbound.
On November 1, 1978, the Texas-New Mexico Railroad was merged into the Missouri Pacific Railroad as successor to the Texas and Pacific, and eventually into the Union Pacific Railroad with the 1982 UP-MP merger. The line was subsequently sold to the RailTex, Incorporated, of San Antonio, which began operating between Monahans and Lovington as the Texas and New Mexico Railroad on September 18, 1989. In 1999 RailTex merged with another shortline holding company, Rail America sold the TMNR to Permian Basin Railways on May 25, 2002.
The Moose TripOnce everyone was aboard the Moose, we were off to Monahans, Texas this pre-dawn morning.
Views as we made our way south towards Hobbs.
The Moose entered Hobbs, New Mexico passing the large sign.
An industrial spur in Hobbs. We stopped as Bart met the Moose to get Dave's car keys to give to Kathie, who would be coming to get Randy, Dave and I in Monahans later this morning.
Sunrise over Hobbs.
The Moose took the first curve of the line crossing Grimes Street.
An oil well in Hobbs.
A tank car.
More tank cars.
A dust storm in Hobbs?
No, it was our crossing protection truck racing to protect the next grade crossing.
The dust was settling.
Two friendly Moose chasers were up early this morning, who were really the riders on the northbound trip whose rental car will be driven back to MP 100.6 by Steve Clearwater.
This spur leads to an active scrap dealer along our route.
Passing a tank farm as the Moose left Hobbs behind.
You can still see the Hobbs water tower.
We would pass many stacks of old railroad ties that have been replaced.
As well as several oil tank farms along our route today.
The Warren Rack.
The Moose rounded this curve.
Oil wells dot the landscape.
Passing underneath high power transmission lines.
The Moose took this curve.
If there was no vegetation here, we would be seeing sand dunes.
Oil wells along our route.
Another curve.
On this curve, a truck was taking the worker to his job.
Rounding another curve on our route.
This bridge is a 119 foot long open deck, timber-frame trestle over an unnamed waterway.
The unnamed waterway.
This curve has an oil well.
More railroad ties.
Cattle guard.
The track here is straight as an arrow.
More oil wells.
A forest? The train made its way into Eunice, the railroad's shop area, where we would take a break.
West Texas and Lubbock GP7 852, ex. New Mexico Gateway Railroad 852, nee Texas-Mexican Railroad 852 built by Electro-Motive Division in 1951. It is up on blocks and used as a parts source.
Arizona Eastern GP35 2502, ex. Kyle 2502, exx. Union Pacific 794, nee Western Pacific 3015 built by Electro-Motive Division in 1965.
Another set of power is here.
Arizona Eastern GP35 2503, ex. Union Pacific 795, nee Western Pacific 3017 built by Electro-Motive Division in 1965.
Independent Leasing GP35 1387, ex. Wisconsin Central 2056, exx. Wisconsin Central 4008, nee Missouri Pacific 2530 built by Electro-Motive Division in 1965.
Another view of that power set. We all reboarded the Moose and continued south.
The Moose leaving Eunice.
Bart Jennings was taking photos of us and the motive power here.
The siding in Eunice.
The tank cars at the siding for the oil refinery.
Oil wells with the refinery behind.
Siding with cars in it.
Another oil refinery.
More oil wells and oil tanks.
The curve at Milepost 63.
Some of the vegetation borders on being trees.
Milepost 60.
Looking back to that curve.
A lonely oil tank.
More oil wells.
The Moose took another of the curves on this railroad.
